Car-replacer.



J. A. MOYNIHAN.

CAR REPLACER.

APPLICATION FILED AUG-19,1915.

Patented Oct. 5, 1915.

2 SHEETSSHEET I COLUMBIA PLANDGRAPH cc..wAsmNGToN. D. c.

J. A. MOYNIHAN.

CAR REPLACER.

APPLICATION FILED AUG-19.1915.

1,155,43 l Patented Oct. 5, 1915.

2 SHEETS-SHEET 2.

AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA c.

tinrran sraras ra ran'r UFFMLE JEREMIAH A. MOYNIHAN, MINNEAPOLIS, MINNESOTA, ASSIGNOR OF ONE-HALF TO. THOMAS E. SANDS, OF MINNEAPOLIS, MINNESOTA.

CAR-REPLACER.

Specification of Letters Patent.

Patented Oct. 5, 1915.

Application filed August 19, 1915; Serial No. 46,297.

To all whom it may concern:

Be it known that I, JEREMIAH A. MOYNI- nan, a citizen of the United States, residing in lv linneapolis in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Car- Beplacers, of which the following is a specification.

This invention relates to car replacers of the general kind shown in my U. S. Patent No. 1,131,941 of March 16, 1915 and it involves certain changes in the form of the replacer and in the clamping devices for attaching the replacer to the track.

In the construction shown in my patent the replacer when in use is held in place by a single clamp andby spikes engaging the replacer and entering the railway ties. The clamp shown in said patent isof such construction thatunlcss it is applied very securely it will slip under severe strain and cause the replacer to be displaced. In such construction also the approach end of the replacers is formed integrally therewith and when said approach end is notpermanently supported, as when resting on a rotten tie or on the ground, it will sink and put such strain on the clamp as to break or dislodge it.

According to my invention I employ a clamp of improved construction which is permanently connected with the replacer and is adapted to securely connect it with rails of different sizes and may be efficiently used when the replacer isreversed end for end or turned over to accommodate cars approaching in different directions. In order to firmly clamp the replacer to a .rail in proper relation thereto I provide a gage lug which is formed integrally with the replacer and rests against the ball or tread portion of the rail while the side of the rear end portion of the replacer rests against the rail in rear of the clamp, the arrangement being such that the clamp draws the gage lug and the rear end of the replacer firmly against the rail and solidly connects it therewith.

In order to relieve the replacer from strain when its front end rests on a rotten tie or is otherwise insecurely supported, I provide an approach block whichis pivotally connected with the front end of the replacer and which is so formed and connected that it moves downwardly when yieldingly supported and thus relieves the clamp from strain.

Other features of my invention will be hereinafter described. 1 In the accompanying drawings, Figure 1 1s a plan view of part of a railway track with two of my improved replacers in position for use, two car wheels being indicated by dotted lines. Fig. 2 shows a crosssection on the line 22 of Fig. 1. Fig. 3 is a side elevation with the clamp in section on the line 3-3 of Fig. 1 showing how the replacer is applied to a rail. Fig. i is a perspective view of the replacer and the clamp showing how the clamp is applied to the replacer. Fig. 5 is a sectional view showing how the clamp is applied to a rail.

Portions of two rails of a railway track are indicated at A and the replacers are indicated generally by the letter X. Each replacer comprises a body portion (4 having on its lnner side, which in practice is always next the rail, an upper flange a and a lower flange a and on its outer side it is provided with an upper flange a and a lower flange a By this construction grooves a are formed above and below in the body portion between the flanges in the rear portion of the replacer. The replacer is also tapered as a whole on its upper and lower sides from its front end to its rear end. This provides aninclined support for the wheel to be guided from the ground onto the rail. The upper flange a at its rear end is bent inward toward the rail and is adapted to overlap the rail as indicated in Fig. 1, while the rear portion of the corresponding lower flange a is adapted at this time to rest on the flange at the base of the rail. At its rear end the upper flange c projects a short distance beyond the rear end of the flange a, and is bent slightly inward and serves to direct the car wheel while passing onto the rail.

It. will be observed that the front end of the flange (4 terminates a considerable distance from the front end of the flangec and to the replacer I pivot an approach block B by means of a bolt 6. This approach block has upper and lower inclined faces on which the tread of the wheel rests when approaching a rail and it is formed with a concave or curved wall fitting a corresponding convexly curved end 5 formed on the inner part of the replacer. The construction is such that when weight or strain is produced on. the approach block it is transferred to the curved end of the body of the block and strain or weight is thus taken away from the bolt. The construction is also such that should'the approach block be yieldingly supported, as when resting on a rotten tie or on the ground, it will move downwardly or yield in such manner. as to relieve the remainder of the replacer from strain which would tend to lift its front end and put undue strain on the clamping devices which connect the replacer with the rail. The approach block has an inclined edge 6 which is adapted to engage the wheel flange and guide the wheel in the manner indicated on the right hand side of Fig. 1.

It will be understood that the replacer is as a rule supported at its front end on one tie and at its rear end on an adjacent tie and it can be most securely supported when arranged as indicated in Fig. -1, butshould the tie be rotten or should the approach block be insecurely supported strain will be taken from other parts ofthe replacer as before stated, and it will also be understood that it is the approach bloclrthat bears the weight of the car. The wheel does not rest on the flange (4 as clearly indicated in Fig. 1, so thateven if the flanged outer portion of the approach block is not securely supported that portion of the block which to engage the side of the ball or bears the weight of the car is made adaptable to its yielding foundation in the manner before explained.

The replacer should be placed at a proper angle with reference to the rail and this position is indicated in Fig. 1. In order to accomplish this I provide a gage lug 0 formed integrally with the replacer and adapted to rest against the ball or tread portion of the rail and at this time the rear end of the replacer' should rest against the rail in the manner indicated in Figs. 1 and 2. In order to securely hold the replacer when thus set to the rail I provide clamping devices D which are of such construction that they may be applied to rails of different sizes and also serve to secure the replacer to the rail whatever be the position of the replacer, z'. (2., whether it be in the position shown in Fig. l or whether it is reversed. These clamping devices are arranged between the rear inner end of the replacer and the gage lug C and draw these portions of the replacer permanently against the rail. Said clamping devices comprise a head (Z and a shank d threaded at d to receive a washer E and a nut E. The'shank (Z is recessed at d and the head at is formed with a housing for a clamping block F which is formed with two series of teeth tread portion of the rail, and with flanges 2 adapted to engage the under side of the tread portion of the rail, as indicated in Fig. 2. 1 The 7 adapted block is eccentrically pivoted in its housing as indicated at 7" so that it may be reversed or turned around to bring either set of teeth into position to engage the rail whether it be of large or small size.

The replacer is formed with an opening G to receive the clamp. This opening is of large size permitting the clamp to move freelyin all directions to accommodate itself to the rail and to the angle at which the replacer is set; but when the nut is screwed home the clamping block is drawn securely against the tread of the rail in the manner indicated in Fig. 1 so that the whole series of teeth engage the rail and there is no dan ger of slipping. When a car enters the re-- placer, as, indicated in Fig. 1, the heavy weight is applied to the replacer and there is also applied thereto an enormous forward pressure or strain, but no matter how great may be this strain the clamping blockwill still maintain its position with its series of teeth firmly engaging the rail, therefore the replacer cannot be moved out of position but is securely held with its rear end against the rail and the gage lug at its front end against another portion of the rail. The clamp may be turnedover bodily or shifted from one side to'the other or upward or downward as occasion may require and it need never be'disconnected from the replacer. r

The general method of using the replacers is similar to that shown in my before mentioned'patent. Two such replacers are always used, one being on the outside of the track and the other on the inside thereof. It will be observed that the replacers on the rightand left hand sides are of precisely the same construction. They may be reversed or turned over so as to be properly set for replacing a car when moving in either direction.

I claim as my invention:

l. A reversible tread car replacer, comprising a body portion having upper and lower inner flanges and upper and lower outer flanges with grooves between them, said inner flanges having portions adapted to overlap the top of a rail and rest thereon and said outer flanges being arranged to project forwardly from the body portion of the replacer to a greater extent than the inner flanges, and an approach block pivotally connected with the replacer and forming a continuation of the inner flanges thereof and which projects forwardly from the replacer to a greater extent than the outer flanges thereof.

2. A car replacer, comprising a body portion having inner flanges to receive the tread of'a car wheel, outer flanges for guid ing the wheel and which project forwardly from the replacer to a greater extent than the inner flanges, and an approach block forming a continuation of the inner flanges having a curved bearing portion engaging a correspondingly curved portion of the re placer, and a bolt for pivotally connecting the approach block with the replacer.

3. A car replacer, comprising a body portion formed with inner flanges to receive the tread of a car Wheel and formed at their rear ends with portions adapted to overlap the top of a rail and rest thereon and with outer guide flanges therefor, a gage lug on the front side portion of the replacer adapt ed to engage a rail, and a clamping device connecting the rear portion of the replacer with the rail and drawing said guide lug and the rear portion of the replacer firmly against the rail.

A. A car replacer, comprising a body portion formed with inner flanges to receive the tread of a car wheel and having their rear ends bent inwardly to engage the tread portion and bottom flange of the rail, outer flanges formed on the replacer for guiding the wheel and which are bent inwardly at their rear ends to direct the wheel onto the track, and an adjustable clamp applied to the rear portion of the replacer and adapted to engage a rail.

5. A car replacer, comprising a body portion formed with inner flanges adapted to receive the tread of a car Wheel, outer flanges for guiding the wheel and'an approach block pivotally connected with the replacer and having an inclined edge adapted to engage the flange of a wheel.

6. A car replacer, comprising a flanged body portion and a clamp for connecting the replacer with a rail, comprising a shank passing freely through an opening in the replacer and a serrated clamping block pivotally connected with the shank.

7 A car replacer, comprising a flanged body portion and a clamping device for connecting the replacer with a rail comprising a clamping block formed with a flange adapted to engage the under side of the tread of a rail and with a serrated edge adapted to engage the side of the tread portion of the rail, and a pivotal connection between said clamping block and the shank of the clamp.

8. A car replacer, comprising a flanged body portion and a clamping device for connecting the replacer with a rail comprising a shank extending laterally through the replacer and a clamping block eccentrically pivoted to the shank and having a plurality of serrated flanged edges adapted to engage the side of the tread portion of a rail. I

In testimony whereof, I have hereunto subscribed my name.

JEREMIAH A. MOYNIHAN. Witnesses:

T. E. SAND, I. E. PETERSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Yatents, Washington, D. G. 

